JP6331807B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device.

  In recent years, for the purpose of improving fuel efficiency and the like, a technique has been put into practical use in which a clutch device provided between an engine and a transmission is disconnected to bring the vehicle into an inertial traveling state when the accelerator is off during traveling of the vehicle. Various techniques relating to such inertial running have been proposed (see, for example, Patent Document 1).

JP 2011-219087 A

  However, in the existing technology, when a brake operation or an accelerator operation is performed by the driver while the vehicle is coasting, coasting is immediately stopped and a return to the normal traveling state is performed. Therefore, even if the driver performs a brake operation or an accelerator operation lightly, inertial traveling is stopped, and it may be possible to return to the normal traveling state against the driver's intention. And it is thought that inconvenience that the fuel efficiency effect as expected cannot be obtained is caused by the early return to the normal running state.

  In addition, if the braking operation during inertial driving is temporary, the driver stops the braking operation and the inertial driving is started again. In such a case, switching between the normal driving state and the inertial driving state is performed. Will be done frequently. For this reason, there is a concern that the vehicle is vibrated due to the intermittent (on / off) of the clutch device, which affects the riding comfort of the vehicle.

  The main object of the present invention is to provide a vehicle control device capable of achieving a desired fuel efficiency improvement effect and suppressing inconvenience due to frequent switching of the driving state.

  The vehicle control device of the present invention is applied to a vehicle including an engine (11) as a travel drive source and a clutch device (16) provided in a power transmission path connected to the output shaft (12) of the engine. In addition, according to the establishment of a predetermined execution condition, either the first control means for disengaging the clutch device to put the vehicle in an inertial running state, or any one of a brake and an accelerator by the driver during the inertial running of the vehicle Second control means for releasing the inertial running state when an operation occurs. And when the operation of the brake or accelerator is performed during inertial running, the operation amount determination means for determining whether or not the operation amount is equal to or greater than a predetermined release threshold, the second control means, Inertia running is canceled when the manipulated variable determining means determines that the manipulated variable is greater than or equal to the release threshold, and inertial running is determined when the manipulated variable is determined to be less than the released threshold. It is characterized by not canceling.

  In the above configuration, when the operation amount is greater than or equal to a predetermined release threshold value during brake operation or accelerator operation during inertial traveling, and it is determined that the operation amount is greater than or equal to the release threshold value In this case, coasting is canceled. Therefore, it is possible to return from the inertia traveling state to the normal traveling state in response to a request for deceleration or acceleration by the driver. In addition, when it is determined that the operation amount is less than the release threshold value, inertial running is not released. Therefore, when the driver performs a brake operation or an accelerator operation lightly, inertial running is continued, and the reduction in fuel efficiency can be suppressed. In addition, frequent switching between the normal running state and the inertia running state can be suppressed. As a result, it is possible to achieve a desired fuel efficiency improvement effect and to suppress inconvenience caused by frequent switching of the driving state.

The block diagram which shows the outline of a vehicle control system. Explanatory drawing which shows the outline of the state transition in inertial running mode. Explanatory drawing which shows the brake conditions and accelerator conditions for canceling | releasing inertial running. The flowchart which shows the process sequence of inertial running control. The time chart for demonstrating the inertia running of a vehicle concretely. Explanatory drawing which shows the brake condition and accelerator condition for permitting and canceling inertial running. Explanatory drawing which shows the brake conditions and accelerator conditions for canceling | releasing inertial running. Explanatory drawing which shows the brake conditions and accelerator conditions for canceling | releasing inertial running.

(First embodiment)
DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments embodying the present invention will be described below with reference to the drawings. In this embodiment, in a vehicle including an engine as a travel drive source, a normal travel that travels with the clutch in the power transmission state and an inertia travel (coasting travel) that travels with the clutch in the power cut-off state are selectively performed. It is supposed to be implemented.

  In the vehicle 10 shown in FIG. 1, an engine 11 is a multi-cylinder internal combustion engine driven by combustion of fuel such as gasoline or light oil, and appropriately includes a fuel injection valve, an ignition device, and the like as is well known. The engine 11 is integrally provided with an ISG 13 (Integrated Starter Generator) as a generator, and the rotating shaft of the ISG 13 is drivingly connected to the engine output shaft 12 by a belt or the like. In this case, the rotation shaft of the ISG 13 is rotated by the rotation of the engine output shaft 12, while the engine output shaft 12 is rotated by the rotation of the rotation shaft of the ISG 13. That is, the ISG 13 has a power generation function for generating power (regenerative power generation) by rotation of the engine output shaft 12 and a power output function for applying a rotational force to the engine output shaft 12. When the engine is started, an initial rotation (cranking rotation) is applied to the engine 11 by the rotation of the ISG 13.

  A vehicle-mounted battery 14 is electrically connected to the ISG 13. In this case, the power is supplied from the battery 14 to drive the ISG 13 and the battery 14 is charged by the generated power of the ISG 13. The electric power of the battery 14 is used to drive various electric loads mounted on the vehicle.

  A transmission 17 is connected to the engine output shaft 12 via a clutch device 16 as power transmission means. The clutch device 16 is a friction clutch, and includes a disk (flywheel or the like) on the engine 11 side connected to the engine output shaft 12 and a disk (clutch disk or the like) on the transmission 17 side connected to the transmission input shaft 21. And a set of clutch mechanisms. When both disks come into contact with each other in the clutch device 16, a power transmission state (clutch connection state) in which power is transmitted between the engine 11 and the transmission 17 is established, and both the disks are separated from each other. Thus, a power cut-off state (clutch cut-off state) in which power transmission between the engine 11 and the transmission 17 is cut off is established. The clutch device 16 of the present embodiment is configured as an automatic clutch that switches between a clutch engaged state / clutch disengaged state by an actuator such as a motor. The clutch device 16 may be provided inside the transmission 17.

  The transmission 17 is an automatic transmission having a plurality of shift stages. The transmission 17 shifts the motive power of the engine 11 input from the transmission input shaft 21 with a gear ratio corresponding to the vehicle speed, the engine rotation speed, and the shift position, and outputs it to the transmission output shaft 22. The shift position is selected by a driver operating a shift lever (not shown) as a shift operation member provided in the driver's seat. In this system, a forward range (D range), a reverse range (R range), and a neutral range (N range) are provided as shift positions. The transmission 17 includes an automatic shift mechanism including an actuator such as a motor or a hydraulic device, and the gear position is automatically switched in the D range which is a travel range.

  Wheels 27 are connected to the transmission output shaft 22 via a differential gear 25 and a drive shaft 26 (vehicle drive shaft). Each wheel 27 is provided with a brake actuator 28 that applies a braking force to each wheel 27 by being driven by a hydraulic circuit (not shown) or the like. The brake actuator 28 adjusts the braking force for each wheel 27 according to the pressure of a master cylinder (not shown) that transmits the depression force of the brake pedal to the hydraulic oil.

  In addition, this system includes an engine ECU 31 that controls the operating state of the engine 11 and an AT-ECU 32 that controls the clutch device 16 and the transmission 17 as vehicle-mounted control means. Each of these ECUs 31 and 32 is a well-known electronic control device including a microcomputer and the like, and controls the engine 11 and the transmission 17 based on the detection results of various sensors provided in the present system. Are implemented as appropriate. The ECUs 31 and 32 are communicably connected to each other, and can share control signals, data signals, and the like. In the present embodiment, the ECU 31 includes two ECUs 31 and 32, and the engine ECU 31 constitutes a “vehicle control device”. However, the present invention is not limited to this, and two or more ECUs constitute a vehicle control device. May be.

  The sensors include an accelerator sensor 41 that detects an operation amount of an accelerator pedal as an accelerator operation member, a brake sensor 42 that detects an operation amount of a brake pedal, a vehicle speed sensor 43 that detects a vehicle speed, and an inclination of a traveling road surface of the vehicle. An inclination angle sensor 44 that detects an angle, a rotation speed sensor 45 that detects an engine rotation speed, a shift position sensor 46 that detects a shift position of the transmission 17, and the like are provided. ˜45 detection signals are sequentially input to the engine ECU 31, and detection signals of the shift position sensor 46 are sequentially input to the AT-ECU 32. In addition, the system is provided with a voltage sensor for detecting battery voltage, a load sensor (air flow meter, intake pressure sensor) for detecting engine load, a cooling water temperature sensor, an outside air temperature sensor, an atmospheric pressure sensor, and the like. The illustration is omitted.

  The engine ECU 31 performs various engine controls such as a fuel injection amount control by a fuel injection valve and an ignition control by an ignition device based on detection results of various sensors and transmission information from the AT-ECU 32, and start and power generation control by the ISG 13 Then, braking control by the brake actuator 28 is performed. Further, the AT-ECU 32 performs intermittent control of the clutch device 16 and switching control of the shift stage of the transmission 17 based on detection results of various sensors, transmission information from the engine ECU 31, and the like.

  In the vehicle 10 according to the present embodiment, when a predetermined inertial traveling condition is satisfied under a situation where the vehicle is traveling by the operation of the engine 11, the vehicle can be shifted to the inertial traveling state by turning off (disconnecting) the clutch device 16. It is designed to improve fuel efficiency by carrying out such inertial running.

  FIG. 2 is an explanatory diagram showing an outline of state transition (coating sequence) in the coasting mode.

As a coasting sequence,
(1) Normal traveling state before inertial traveling (2) Inertial traveling state (3) Return intermediate states that are intermediate states when returning from inertial traveling to normal traveling are defined, and each of these states is a predetermined condition (1) → (2) → (3) → (1) in this order. (1) The normal running state is a state in which the vehicle 10 is caused to travel with the engine 11 in an operating state and the clutch device 16 in a connected state (specifically, a state corresponding to a shift operation position by a driver). (2) The inertia traveling state is a state in which the vehicle 10 is coasted with the engine 11 stopped and the clutch device 16 disconnected. (3) The return intermediate state is a state in which the engine 11 and the clutch device 16 are shifted to the normal operation state.

In this case, (1) the condition for transitioning from the normal running state to the (2) inertial running state is that the engine speed is stable at a predetermined value or higher (for example, the idling speed or higher), and It is included that each condition defined as "is satisfied. The execution permission conditions include, for example, environmental conditions, vehicle conditions, power supply conditions, engine conditions, and driver operation conditions. More details
The environmental conditions include that the outside air temperature is in a predetermined range and the atmospheric pressure is in a predetermined range.
The vehicle conditions include a vehicle speed within a predetermined range (for example, 40 to 120 km / h), a road surface gradient (inclination) within a predetermined range, a driving amount of an electric load being a predetermined value or less, and a vehicle system It is included that there is no prohibition request.
The power condition includes that the battery capacity is within a predetermined range, not generating power (except when a power generation request is generated during coasting), and that there is no prohibition request from the power system.
The engine condition includes that the temperature of the engine coolant is within a predetermined range, the temperature of the transmission hydraulic oil is within the predetermined range, and there is no prohibition request from the engine system.
The driver operation conditions include that the shift lever position is in the D range and the mode setting switch of the inertia running mode is ON, and further include a brake condition and an accelerator condition described later.

  The vehicle 10 has an idling stop function, and the engine ECU 31 automatically stops the engine 11 when a predetermined automatic stop condition is satisfied, and also causes the engine 11 to stop when the predetermined restart condition is satisfied after the engine is stopped. Restart automatically. In this case, the automatic stop conditions include, for example, that the accelerator is turned off (becomes idle), the brake pedal is depressed, and the vehicle speed is reduced to a predetermined value (for example, 10 km / h) or less. And / or the like. In addition, the restart condition includes, for example, that the accelerator is turned on, the brake operation amount is zero, and the like.

  Note that the conditions for permitting the inertial running and the automatic stop condition for the idling stop control both include a vehicle speed condition, but the vehicle speed range is different between the execution permitting condition and the automatic stopping condition. In other words, the inertial travel execution permission condition is determined in a range that does not overlap with the automatic stop condition.

  Further, (2) the condition for transitioning from the inertial running state to (3) the return intermediate state includes at least one of the fact that the above-mentioned execution permission condition is not established and the engine start request is generated. . (3) The condition for transition from the return intermediate state to (1) the normal running state includes completion of engine start.

  Next, the brake condition and the accelerator condition included in the permitting condition for inertial running will be described in detail. In this embodiment, the brake-off (brake operation amount = 0) and the accelerator-off (accelerator operation amount = 0) during normal travel are included in the inertial travel execution permission condition. In addition, when a brake operation or an accelerator operation is performed during inertial driving, the inertial driving is not canceled at any time according to the operation, but the brake operation amount or the accelerator operation amount is equal to or greater than a predetermined release threshold value. Only in this case, the inertial running is canceled. That is, even if a brake operation or an accelerator operation is performed during inertial traveling, if the operation is a small amount (light operation), the inertial traveling state is not released (maintained).

  FIG. 3 is an explanatory view showing a brake condition and an accelerator condition for canceling inertial running (coasting cancellation). In FIG. 3, the lower half shows the brake condition, the region where the brake operation amount ≧ TH1 is the coasting release region (the non-dot portion in the figure), and the region where the brake operation amount <TH1 is the coasting non-release region ( (Dots in the figure). The upper half shows the accelerator condition, the region where the accelerator operation amount ≧ TH2 is the coasting release region (non-dot portion in the figure), and the region where the accelerator operation amount <TH2 is the coasting non-release region (shown in the drawing). Dot part).

  It supplements about brake conditions. The release threshold value TH1 at the time of braking is different depending on whether the acceleration of the vehicle is acceleration on the acceleration side (positive acceleration) or acceleration on the deceleration side (negative acceleration). In this case, the release threshold value TH1 is larger than the acceleration on the acceleration side. Further, when the acceleration is on the deceleration side, the release threshold value TH1 increases as the acceleration increases. It is also possible to set TH1 = 0 when the acceleration is on the acceleration side.

  Here, for example, when the acceleration of the vehicle is “A1 (negative acceleration)”, if the brake operation amount is “B1 (≧ TH1)”, inertial running is canceled, whereas the brake operation amount is “ If it is “B2 (<TH1)”, inertial running is maintained. In terms of the magnitude of acceleration, it can be said that inertial running is less likely to be released as the acceleration on the deceleration side is larger.

  In short, during inertial running while the vehicle 10 is decelerating (acceleration is negative), even if the driver's brake operation is performed, the current state is in a decelerating state, so the inertial running is canceled by engine braking (engine braking). It is considered that there is a case where the braking by) is unnecessary. In this case, when the vehicle 10 is decelerated, the release threshold value TH1 is set to a value larger than that during acceleration, so that the vehicle 10 can perform appropriate inertial traveling control while satisfying the deceleration request.

  Moreover, it supplements about an accelerator condition. The release threshold value TH2 at the time of the accelerator operation is different depending on whether the acceleration of the vehicle is acceleration on the acceleration side (positive acceleration) or acceleration on the deceleration side (negative acceleration). In this case, the release threshold value TH2 is larger than the deceleration-side acceleration. Further, in the case of acceleration on the acceleration side, the release threshold value TH2 becomes larger as the acceleration increases. It is also possible to set TH2 = 0 when the acceleration is on the deceleration side.

  Here, for example, when the acceleration of the vehicle is “A2 (positive acceleration)”, if the accelerator operation amount is “B3 (≧ TH2)”, inertial running is canceled, whereas the accelerator operation amount is “ If it is “B4 (<TH2)”, inertial running is maintained. In terms of the magnitude of acceleration, it can be said that inertial running is less likely to be canceled as the acceleration on the acceleration side increases.

  In short, during inertial running with the vehicle 10 accelerating (acceleration is positive), even if the driver's accelerator operation is performed, since the current state is in the accelerated state, further acceleration by the accelerator operation (that is, inertial running) It is considered that there is a case where it is not necessary to cancel the acceleration and perform acceleration in normal driving. In this case, when the vehicle 10 is accelerated, the release threshold value TH2 is set larger than that when the vehicle 10 is decelerated, so that the vehicle 10 can perform favorable inertial traveling control while satisfying the acceleration request.

  FIG. 4 is a flowchart showing a processing procedure of inertial running control, and this processing is repeatedly performed by the engine ECU 31 at a predetermined cycle.

  In FIG. 4, in step S11, it is determined whether or not the vehicle 10 is currently in a normal traveling state. If YES, the process proceeds to step S12. In step S12, it is determined whether various conditions for carrying out inertial running are satisfied. At this time, the condition of step S12 includes the “execution permission condition” described above, and the brake condition and the accelerator condition include that the brake is off and that the accelerator is off.

  And if step S12 is YES, it will progress to step S13 and will make the vehicle 10 transfer to an inertia running state. That is, the engine 11 is stopped and the clutch device 16 is disconnected.

  If step S11 is NO, the process proceeds to step S14 to determine whether or not the vehicle 10 is currently in the inertial running state. If step S14 is YES, the process proceeds to step S15. In step S15, the acceleration of the vehicle 10 is read. The acceleration is obtained, for example, by differentiating the detection result of the vehicle speed. In step S16, based on the acceleration of the vehicle 10, release threshold values TH1 and TH2 for canceling inertial running are set. At this time, the release threshold values TH1 and TH2 are set using the relationship shown in FIG.

  Thereafter, in step S17, it is determined whether or not the driver has operated the brake. If it is determined that there is a brake operation, the process proceeds to step S18. In step S18, it is determined whether or not the brake operation amount at that time is equal to or greater than the release threshold value TH1. If the brake operation amount is equal to or greater than the release threshold value TH1, the process proceeds to step S21, and the process of releasing the inertia running and shifting to the normal running state is performed.

  If NO in step S17, in step S19, the presence / absence of an accelerator operation by the driver is determined. If it is determined that the accelerator operation is present, the process proceeds to step S20. In step S20, it is determined whether or not the accelerator operation amount at that time is equal to or greater than the release threshold value TH2. If the accelerator operation amount is equal to or greater than the release threshold value TH2, the process proceeds to step S21, and the process of releasing the inertia running and shifting to the normal running state is performed.

  Further, when the brake operation amount is less than the release threshold value TH1 at step S18 and when the accelerator operation amount is less than the release threshold value TH2 at step S20, regardless of whether or not the brake operation or the accelerator operation is performed, Inertia running is not canceled.

  FIG. 5 is a time chart for explaining the inertial running control of the present embodiment more specifically. In this example, it is assumed that the vehicle 10 travels on an uphill slope.

  In FIG. 5, the vehicle 10 normally travels before the timing t1, and the inertial traveling is started when the condition is satisfied at the timing t1. As a result, the vehicle speed gradually decreases. At this time, the vehicle speed decreases with a negative acceleration corresponding to the gradient of the uphill road.

  At time t2, a brake operation by the driver is performed. At this time, the release threshold value TH1 at the time of the brake operation is determined according to the vehicle acceleration. In FIG. 5, since the brake operation amount <TH1 at the timing t2, the inertial travel release determination is not performed. It has become. After that, the inertial running is canceled by performing a brake operation satisfying the brake operation amount ≧ TH1 at the timing t3. After timing t3, the engine 11 is in an operating state, the clutch device 16 is in a connected state, and the vehicle 10 travels in a normal traveling state.

  According to the embodiment described in detail above, the following excellent effects can be obtained.

  During braking operation or accelerator operation during inertial driving, it is determined whether the operation amount is greater than or equal to the release threshold value TH1, TH2, and inertial traveling is canceled when it is determined that the operation amount is greater than TH1, TH2. I tried to do it. As a result, it is possible to return from the inertia traveling state to the normal traveling state in response to a request for deceleration or acceleration by the driver.

  In addition, inertial running is not canceled when it is determined that the operation amount is less than TH1 or TH2. Therefore, when the driver performs a brake operation or an accelerator operation lightly, inertial running is continued, and the reduction in fuel efficiency can be suppressed. In addition, frequent switching between the normal running state and the inertia running state can be suppressed. As a result, it is possible to achieve a desired fuel efficiency improvement effect and to suppress inconvenience caused by frequent switching of the driving state.

  When the acceleration of the vehicle 10 is positive and negative, or when it is large and small, it can be considered that the situation in which the driver operates the brake and the accelerator can be made different depending on the difference. In this respect, since the release threshold values TH1 and TH2 are variably set based on the acceleration of the vehicle 10, a preferable configuration can be realized for continuing inertial running even when a brake operation or an accelerator operation is performed.

  When the vehicle 10 is decelerating during inertial running, the release threshold value TH1 during brake operation is set to a larger value than during acceleration. Further, during inertial running in the deceleration state, the release threshold TH1 is set to a larger value as the acceleration on the deceleration side is larger. In this case, if the vehicle 10 is actually in the deceleration state, the deceleration request for the brake operation up to a certain degree is satisfied, and the release threshold value TH1 is set according to the deceleration state as described above. The vehicle 10 can perform suitable inertial traveling control while satisfying the deceleration request.

  When the vehicle 10 is accelerating during inertial running, the release threshold value TH2 during accelerator operation is set to a larger value than during deceleration. In addition, during inertial running in an accelerated state, the release threshold value TH2 is set to a larger value as the acceleration on the acceleration side increases. In this case, if the vehicle 10 is actually in the acceleration state, the acceleration request for the accelerator operation up to a certain degree is satisfied, and the release threshold value TH2 is set according to the acceleration state as described above. While the vehicle 10 satisfies the acceleration request, suitable inertial traveling control can be performed.

  When the vehicle 10 coasts uphill, the vehicle 10 is in a decelerating state, and negative acceleration is generated according to the gradient. Further, when the vehicle 10 coasts downhill, the vehicle 10 is in an acceleration state, and positive acceleration is generated according to the gradient. In such a case, if the inertial running is canceled according to the brake operation or the accelerator operation even though the vehicle is already decelerated or accelerated, the inertial traveling release is unnecessary and the result As a result, inertial running starts and ends frequently. In this respect, the above configuration can suppress such inconvenience.

(Second Embodiment)
In the present embodiment, in addition to the release threshold values TH1 and TH2 for releasing the inertia running, the permission threshold values TH3 and TH4 for permitting the start of the inertia running are variably set. FIG. 6 is an explanatory diagram showing the brake condition and the accelerator condition in the present embodiment. In FIG. 6, the release threshold values TH1 and TH2 are indicated by solid lines, and the permission threshold values TH3 and TH4 are indicated by broken lines. Has been.

  In FIG. 6, the lower half shows the brake condition, and the release threshold value TH1 at the time of the brake operation is set as a value larger than the permission threshold value TH3 at the time of the brake operation. In this case, the region where the brake operation amount ≧ TH1 is the coasting release region, and the region where the brake operation amount ≦ TH3 is the coasting start permission region. Similar to the release threshold value TH1, the permission threshold value TH3 is different depending on whether the acceleration of the vehicle is acceleration on the acceleration side (positive acceleration) or acceleration on the deceleration side (negative acceleration). In the case of the acceleration on the deceleration side, the permission threshold value TH3 is larger than that in the case of the acceleration on the acceleration side. Further, in the case of acceleration on the deceleration side, the permitted threshold value TH3 becomes larger as the acceleration increases.

  Further, the upper half indicates the accelerator condition, and the release threshold value TH2 at the time of the accelerator operation is set as a value larger than the permission threshold value TH4 at the time of the accelerator operation. In this case, the region where the accelerator operation amount ≧ TH2 is the coasting release region, and the region where the accelerator operation amount ≦ TH4 is the coasting start permission region. Like the release threshold value TH2, the permission threshold value TH4 has a different value depending on whether the acceleration of the vehicle is acceleration on the acceleration side (positive acceleration) or acceleration on the deceleration side (negative acceleration). In the case of acceleration on the acceleration side, the permission threshold value TH4 is larger than in the case of acceleration on the deceleration side. Further, in the case of acceleration on the acceleration side, the permission threshold value TH4 becomes larger as the acceleration increases.

  The engine ECU 31 variably sets the permission thresholds TH3 and TH4 based on the relationship shown in FIG. 6, and the brake operation amount or the accelerator operation amount is set to the permission threshold value during normal traveling before entering the inertial traveling state. It is determined whether it is less than TH3 and TH4. Then, when it is determined that one of the operation amounts is equal to or less than the permission thresholds TH3 and TH4, inertial running is permitted, and one of the operation amounts is determined to be greater than the permission thresholds TH3 and TH4. In some cases, coasting is not allowed.

  According to the above configuration, when the vehicle 10 is decelerated, it is easy to shift to the inertial running state even if there is a brake operation, and when the vehicle 10 is accelerated, it is easy to shift to the inertial running state even if there is an accelerator operation. Yes. Thereby, appropriate inertial traveling control can be implemented while taking into consideration the state of the vehicle 10 and the driver's acceleration / deceleration request.

(Other embodiments)
You may change the said embodiment as follows, for example.

  -The brake condition / accelerator condition for releasing the inertial running and the brake condition / accelerator condition for permitting the start of the inertial running are not limited to those based on FIG. 3 and FIG. 6, and can be appropriately changed. . Speaking of the release threshold values TH1 and TH2, for example, the release threshold values TH1 and TH2 can be set based on the relationships shown in FIGS. In FIG. 7, the non-dot portion is a coasting release region, and the dot portion is a coasting non-release region. In FIG. 7B, TH1 = 0 is set for acceleration on the acceleration side, and TH2 = 0 is set for acceleration on the deceleration side. In FIG. 7D, the release threshold values TH1 and TH2 are fixed values (however, TH1, TH2 ≠ 0).

  In the above embodiment, the release threshold values TH1 and TH2 are set to be variable based on the acceleration of the vehicle 10, but this is changed so that the release threshold values TH1 and TH2 are set to the traveling speed of the vehicle 10. It is good also as a structure set variably based on (vehicle speed). Specifically, the release threshold values TH1 and TH2 may be set using the relationship shown in FIG.

  In FIG. 8 (a), when the vehicle speed is low, the release threshold value TH1 during brake operation is set to a larger value than when the vehicle speed is higher. In short, when the vehicle speed is relatively low during inertial traveling, it is considered that the necessity of canceling inertial traveling (braking with an engine brake) associated with the brake operation is smaller than when the vehicle speed is large. In this case, when the vehicle 10 is running at a low speed, the release threshold value TH1 at the time of brake operation is set to a larger value than when the vehicle 10 is running at a high speed, so that the vehicle 10 can carry out a suitable inertial running control while satisfying the speed requirement.

  In FIG. 8B, when the vehicle speed is high, the release threshold value TH2 at the time of the accelerator operation is set to a larger value than when the vehicle speed is lower than that. In short, when the vehicle speed is relatively high during inertial traveling, it is considered that the necessity of canceling inertial traveling (acceleration by accelerator-on) associated with the accelerator operation is smaller than when the vehicle speed is small. In this case, when the vehicle 10 is at a high speed, the release threshold value TH2 at the time of the accelerator operation is set to a larger value than when the vehicle 10 is at a low speed.

  Moreover, it is also possible to adopt a configuration in which the permission thresholds TH3 and TH4 are variably set based on the traveling speed (vehicle speed) of the vehicle 10. At this time, for example, when the vehicle speed is low, the permission threshold value TH3 at the time of brake operation may be increased, and when the vehicle speed is high, the permission threshold value TH4 at the time of accelerator operation may be increased.

  In the above embodiment, the engine 11 is stopped in the inertial running state and the clutch device 16 is disconnected. However, the present invention is not limited to this, and the engine 11 is operated in the inertial running state (for example, the idle state), the clutch The structure which makes the apparatus 16 the interruption | blocking state may be sufficient. In this configuration, when the amount of accelerator operation is equal to or less than the release threshold TH2 during inertial traveling and cancellation of inertial travel is not permitted, it is preferable not to perform engine blow-up corresponding to the accelerator operation at that time. Specifically, even if accelerator operation information is input, the engine ECU 31 does not perform throttle opening (air amount increase) in accordance with the input.

  In a configuration in which inertial travel is not canceled when the amount of accelerator operation in the inertial travel state is equal to or less than the release threshold TH2, there is a concern that a meaningless blow-up (idle blow) may occur due to the accelerator operation during inertial travel. . In this regard, the engine operation amount corresponding to the accelerator operation at that time is not performed when the accelerator operation amount is equal to or less than the release threshold value TH2 and the inertial travel release is not permitted during inertial traveling. Eleven meaningless blows (empty blows) can be suppressed.

  -Either one of the release threshold value TH1 at the time of brake operation and the release threshold value TH2 at the time of accelerator operation can be set variably based on the acceleration or vehicle speed of the vehicle 10, and the other can be set to "0". It is.

  DESCRIPTION OF SYMBOLS 10 ... Vehicle, 11 ... Engine, 12 ... Engine output shaft, 16 ... Clutch apparatus, 31 ... Engine ECU (vehicle control apparatus).

Claims (10)

Applied to a vehicle including an engine (11) as a travel drive source and a clutch device (16) provided in a power transmission path connected to the output shaft (12) of the engine;
First control means for setting the vehicle in an inertial running state by disengaging the clutch device according to establishment of a predetermined execution condition;
Second control means for releasing the inertial running state based on a brake operation by the driver during inertial running of the vehicle;
A vehicle control device comprising:
An operation amount determination means for determining whether or not the operation amount is equal to or greater than a predetermined release threshold when a brake operation is performed during inertial traveling ;
Setting means for variably setting the release threshold based on the acceleration or speed of the vehicle;
With
The setting means sets the release threshold according to the state of acceleration and deceleration of the vehicle during inertial traveling, and makes the release threshold larger than that during acceleration during deceleration,
The second control means cancels inertial traveling when the operation amount determination means determines that the operation amount is equal to or greater than the release threshold, and the operation amount is less than the release threshold. A vehicle control device that does not cancel inertial running when determined. The setting means, during coasting in a deceleration condition, the vehicle of claim 1, when the acceleration of the speed reduction side is large, to a large value before Kikai removal threshold as compared with the case that less than Control device. Before Symbol setting means, according to the traveling speed of the vehicle during coasting, is for setting the release threshold, if the running speed is low, Machinery divided before than in the case greater than The vehicle control device according to claim 1 or 2 , wherein the threshold value is set to a large value. Applied to a vehicle including an engine (11) as a travel drive source and a clutch device (16) provided in a power transmission path connected to the output shaft (12) of the engine;
First control means for setting the vehicle in an inertial running state by disengaging the clutch device according to establishment of a predetermined execution condition;
Second control means for releasing the inertial running state based on an accelerator operation by the driver during inertial running of the vehicle;
A vehicle control device comprising:
An operation amount determination means for determining whether or not the operation amount is equal to or greater than a predetermined release threshold when an accelerator operation is performed during inertial traveling ;
Setting means for variably setting the release threshold based on the acceleration or speed of the vehicle;
With
The setting means sets the release threshold according to the state of acceleration and deceleration of the vehicle during inertial traveling, and makes the release threshold larger than that during deceleration when accelerating,
The second control means cancels inertial traveling when the operation amount determination means determines that the operation amount is equal to or greater than the release threshold, and the operation amount is less than the release threshold. A vehicle control device that does not cancel inertial running when determined. The setting means, during coasting in the acceleration state, the vehicle according to claim 4, when the acceleration of the acceleration side is large, to a large value before Kikai removal threshold as compared with the case that less than Control device. Before Symbol setting means, according to the traveling speed of the vehicle during coasting, is for setting the release threshold, when the traveling speed is large, Machinery divided before than in the case that less than The vehicle control device according to claim 4 or 5 , wherein the threshold value is set to a large value. Applied to a vehicle including an engine (11) as a travel drive source and a clutch device (16) provided in a power transmission path connected to the output shaft (12) of the engine;
First control means for setting the vehicle in an inertial running state by disengaging the clutch device according to establishment of a predetermined execution condition;
Second control means for releasing the inertial running state based on an accelerator operation by the driver during inertial running of the vehicle;
A vehicle control device comprising:
Comprising an operation amount determination means for determining whether or not the operation amount is equal to or greater than a predetermined release threshold when an accelerator operation is performed during inertial running;
The first control means is a state in which the clutch device is disengaged, the engine is in an operating state, and the vehicle is in an inertial running state,
The second control means cancels inertial traveling when the operation amount determination means determines that the operation amount is equal to or greater than the release threshold, and the operation amount is less than the release threshold. If it is judged, inertial running is not canceled ,
In the inertial running, when the operation amount is less than the release threshold value and the release of the inertial running is not permitted, the engine is provided with means for preventing the engine from blowing up corresponding to the accelerator operation at that time. A vehicle control device. The vehicle control device according to claim 7 , further comprising setting means for variably setting the release threshold value based on an acceleration or a speed of the vehicle. Before Symbol setting means, according to the traveling speed of the vehicle during coasting, is for setting the release threshold, when the traveling speed is large, Machinery divided before than in the case that less than The vehicle control device according to claim 8 , wherein the threshold value is set to a large value. The operation amount determination means includes means for determining whether or not the operation amount of the brake or the accelerator is equal to or less than a predetermined permission threshold value during normal travel before entering the inertia traveling state
The first control means permits inertial running when it is determined that the manipulated variable is less than or equal to the permitted threshold in the normal running state, and the manipulated variable exceeds the permitted threshold. If it is determined, inertial running is not permitted,
The vehicle control device according to claim 1, further comprising setting means for variably setting the permission threshold based on an acceleration or a speed of the vehicle.

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